Method for communicating a deviation of a vehicle parameter

ABSTRACT

A method, a device and a system for communicating in a vehicle at least one deviation of a measured actual vehicle parameter value from its predetermined value to a driver involve determining an amount of the deviation, color-coding the amount of deviation, and communicating the amount of deviation to the driver by using the color-code. Determining the amount of deviation includes weighting a calculated difference between the measured actual vehicle parameter value and the predetermined vehicle parameter value with a weighting factor. A vehicle or more particularly a truck may include such a device and such a system and a computer programmed for performing such a method and computer readable medium comprising a program for performing such a method can be provided.

BACKGROUND AND SUMMARY

The present invention relates to a method, a device and a system in avehicle for communicating a deviation of a measured actual vehicleparameter value from its corresponding predetermined value to a driveras well as a vehicle comprising such a device and such a system, and acomputer readable medium comprising a computer program for performingsuch a method.

Modern vehicles comprise a plurality of devices and systems forcommunicating different values or warnings to a driver. Especially, theapplication of different driver assistance systems, as e.g. an ADASsystem (advanced driver assistance system) are intended to assist thedriver by providing a plurality of additional information, the driver isoften not even able to be aware of. For example, the ADAS systemprovides data of a travelled road, e.g. whether the vehicle isapproaching a curve or bend, or what kind of road is travelled (highwayetc.). Even additional information on the road pavement can becommunicated to the driver. Often the vehicle is also equipped withinfra-red cameras and/or wireless communication possibilities gatheringinformation provided on the road for example by sign posts or by remotenavigation system providers. Also other environmental conditions, suchas rain, wind, darkness, can be taken into account and be communicatedto the driver. But also “simple” information, as for example the factthat a driver is exceeding a speed limit, can be communicated. Mostly,this information is communicated by warnings in order to attract thedriver's attention.

From the article of Kumar, M., Kim, T., “Dynamic Speedometer: Dashboardredesign to discourage drivers from speeding”, CHI, Apr. 2-7, 2005,Portland, Oreg., USA (see also:hci.stanford.edu/research/speedometer/LBR-197-kumar.pdf), for example aspeedometer is known which is adapted to visually distinguish theregions of the speedometer which are higher than a current speed limit.As the speed limit changes, the visualization on the display is updatedaccordingly. This relieves the driver of the task of waiting/searchingfor speed limit signs on the road to determine the current speed limitin effect. The disclosed speedometer can be instrumented to providevisual cues such as making the speedometer needle glow, changing thecolour/illumination of the over-the-speed limit region of thespeedometer, or changing the background of the dial itself when thedriver exceeds a certain threshold over the speed limit. Additionally,an audio notification such as beeps of varying frequency and amplitudecan be used, wherein the variation can be dependent on the excess overthe speed.

The additional information provided to the driver is supposed toincrease the safety of driver, passenger(s) and outside trafficparticipants, since knowing the vehicle's current situation may allowthe driver/vehicle to prevent accidents. On the other hand the pluralityof information and warnings can easily distract the driver's attentionor even result in a complete neglect.

It is therefore desirable to provide a communication method, device andsystem which communicate information about vehicle related parameters tothe driver of said vehicle and support the driver in driving saidvehicle without the need of direct interaction.

According to aspects of the present invention, a communication method, adevice and a system, as well as a vehicle and a computer and computerprogram product are provided.

An aspect of the invention is based on the idea that by (i) determiningan amount of a deviation of an measured actual vehicle parameter valuefrom its corresponding predetermined value, (ii) colour-coding saiddetermined amount of deviation and (iii) communicating said amount ofdeviation to the driver by using said color code, the driver can beguided to the correct drive behaviour without direct warning.

For determining the amount of deviation, according to the invention itis preferred to use an algorithm which is based on a weighting functionand which combines the difference between the measured actual value ofthe vehicle parameter and its corresponding predetermined value with afirst weighting factor. The weighting factor is related to the vehicleparameter and can advantageously be at least one of (i) an additionalvehicle parameter, e.g. weight, payload, braking power, and/or (ii) anenvironmental parameter, such as road conditions/characteristics,weather, distance to an obstacle etc. The result is color codedcommunicated to the driver and also gives an information about anecessity to act.

The predetermined value itself can be, as a preferred embodiment of theinvention shows, a target value the measured actual vehicle parametershould have at a predetermined target time and/or a predetermined targetlocation, and can also be weighted with a second weighting factor. Sincethe second weighting factor is also related to at least one additionalvehicle parameter e.g. weight, payload, braking power, and/or at leastone environmental parameter, such as road conditions/characteristics,weather, distance to an obstacle etc. the target value changescorrespondingly.

According to another preferred embodiment, the predetermined targetvalue is a calculated optimal value for the measured actual vehicleparameter at the time and/or the location of the actual measurement. Theoptimal value can be determined e.g. by a nominal function, such as aninterpolation or an extrapolation between/from the measured actualvehicle parameter measured at an initial time and/or an initial locationand/to a target value the measured vehicle parameter should have at atarget time and/or a target location. The calculation of the optimalvalue can also take into account a second weighting factor which in turnis related to another vehicle parameter e.g. weight, payload, brakingpower, and/or an environmental parameter, such as roadconditions/characteristics, weather, distance to an obstacle etc.

Consequently, the color coded information of the deviation of themeasured actual vehicle parameter value and the optimal value can guidethe driver to the correct driving behaviour.

In other words, if the actual measured value is the optimal value forthe location the value is measured, the method according to theinvention will not show any color coded information at all. Only, if theactual measured value of the vehicle parameter deviates from thecalculated optimal value for the corresponding measurement location, themethod according to the invention will show any colour-coded informationto the driver.

Since, as explained above, this difference between the actual measuredvehicle parameter value and the predetermined vehicle parameter value isa continuous function in time which usually will increase or decreasehaving positive values (in case the measured actual vehicle parametervalue exceeds its predetermined value) or negative values (in case themeasured actual vehicle parameter value is below its predeterminedvalue) or zero (in case the measured actual vehicle parameter value isidentical with its predetermined value) the corresponding color codewill change continuously as well.

Preferably, the color code is communicated to the driver's peripheralvision so that the driver is not distracted from driving the vehicle bypaying attention to a plurality of warnings. Especially, thecommunicated information can also be a combination of a plurality ofsystem parameters without increasing the number of warnings.

The communication to the driver's peripheral vision can be achieved forinstance by changing the color brightness, color saturation and/or colorhue of a communication device, so that the communication device is moreor less visible to the driver whereby also a necessity to react iscommunicated.

This continuous change causes fading in/fading out effects of the colorcoded information signal shown to the driver on the communicationdevice. If he currently does not drive the vehicle in accordance withthe correct way (i.e. the correct vehicle speed as a function of time)the warning signal according to the invention will be shown causing himto react. If he, as a preferred embodiment of the invention shows,decelerates or accelerates the vehicle, as the case may be, towards theoptimal speed or the target speed the color coded signal will graduallyfade out (change in brightness towards lower brightness values) orchange its color hue e.g. towards green, thereby indicating that thedriver is moving towards the correct driving behaviour. If he, contraryto such behaviour, is accelerating or decelerating the vehicle, as thecase may be, away from the optimal speed or the target speed the colorcoded signal will gradually-fade in -(change in brightness towardshigher brightness values) or change its color hue e.g. towards red. Ifand as long as the actual current vehicle parameter is either above orbelow the optimal speed or target speed it may under specialcircumstances happen that the color coded signal will not change at alldepending on the weighting factors used. Since the first and/or secondweighting factor/s is/are dependent on at least one additional vehicleparameter e.g. weight, payload, braking power, and/or at least oneenvironmental parameter, such as road conditions/characteristics,weather, distance to an obstacle etc., the color coded signal usually isdifferent for different vehicles and/or different times and/or differentsituations.

It is also possible to use the invention for other vehicle parameters,as e.g. RPM (Revolutions Per Minute) or fuel consumption. Preferably,the vehicle parameter is related to parameters provided by a driver'sassistance system, as for example an ADAS system, and/or by a remotesystem e.g. a customer defining the driving behaviour of his drivers,for example a recommendation for travelling along with a green wave.

The invention can advantageously be used for vehicle parameters whichare suitable for being communicated by a gauge or a meter to the driver.The color coded can preferably be implemented by changing theillumination, e.g. the background light of the gauge/meter or bycolouring the gauge's/meter's display. The illumination/colouring can beperformed for example by the use of LED, or the speedometer itself isalready designed as LCD panel.

Preferably, the color coded is provided by increasing/decreasing thebrightness or hue of a color of e.g. of the gauge's/meter's backgroundlight. Dependent on the weighted amount of deviation and whether or notthat weighted amount is increasing or decreasing over the time thebackground light is

-   -   fading in (i.e. gradually increasing its brightness, hue, or        intensity or gradually changing its color for instance in a        range from green over yellow to red or, alternatively, from        normal display background light (or to a state without any        background light-)-over yellow-to-red) or    -   fading out (i.e. gradually decreasing its brightness, hue, or        intensity or gradually changing its color for instance in a        range from red over yellow to green or, alternatively, from red        over yellow to the normal background light (or to a state        without any background light)) and is therefore recognizable by        the driver's peripheral vision. It is therefore not recognized        as “real” warning, and consequently the driver is not distracted        by it. Because of the smooth fading in/fading out it is also        possible to communicate the “warning” quite late without causing        panic reactions by the driver. It also provides an easy        retrofitting possibility for existing vehicles.

According to a further preferred embodiment of the invention color hue,brightness and/or saturation are/is also adaptable to ambient light.This has the advantage that a deterioration of the visibility due todaylight or other bright ambient light or distracting reflections of theinventive communication device in a windscreen during night-time ordriving in a tunnel can be reduced. Especially, since the peripheralvision of the driver is addressed, reduced visibility or distraction byreflections can result in a disregard of the information. Preferably,the adaptation can be performed manually or automatically. The actualambient light can preferably be measured with the help of opticalsensors.

According to another preferred embodiment, only a part of thegauge/meter is illuminated/coloured, particularly that part whichexceeds/succeeds the predetermined value. That means for example for theabove described embodiment of the bend speed warning that that part ofthe speedometer is coloured that is between the predetermined speed forthe bend and the measured actual speed shown at the speedometer(exceeding the predetermined speed). The weighted amount of thedeviation from the measured actual value and the predetermined value canthen again be communicated by fading of the color brightness, saturationor hue. It is also possible to increase/decrease theilluminated/coloured part of the gauge/meter to indicate the amount ofdeviation.

Further advantages and preferred embodiments are defined by thedescription and/or the figures.

BRIEF DESCRIPTION OF THE DRAWINGS

In the following the invention is described in more detail by means ofpreferred embodiments. The described preferred embodiments are exemplaryonly and should not be used to restrict the invention thereto.

The figures show:

FIGS. 1A-1D: a first embodiment of the inventive device;

FIGS. 2A-2C: a simulation of a preferred embodiment of the inventivemethod; and

FIGS. 3A-3F: different scenarios of a preferred embodiment of theinventive method.

DETAILED DESCRIPTION

In the following the invention is described for a preferred embodiment,wherein the vehicle parameter is the vehicle's speed which iscommunicated to a driver by means of a speedometer. For explaining theinvention's advantages, a situation is discussed wherein a vehicle isapproaching a bend on the road, and the measured actual speed value ofthe vehicle is higher than a predetermined speed value which wouldcondition the vehicle for being able to drive through the bend ahead inthe wanted (safe) way. The predetermined speed value of the vehicle isdetermined for instance by a driver assistance system, particularly anADAS system. But it can also be determined by a remote system forexample an on-line navigation system or a remote road driving guidancesystem.

In principle there are two possibilities to define the predeterminedvehicle parameter value:

1. One approach is that a driver assistance system, such as an ADASsystem, calculates a target speed with which the vehicle can drivesafely through a bend ahead. This target speed—can change dependent onother vehicle parameters- e.g. payload and/or environmental parameterssuch as weather conditions (smart ADAS). In this case the target speedcan also be monitored and changed in order to avoid accidents caused byfast changing road conditions e.g. freezing rain. But it is alsopossible that the target speed is a constant once stored in a databaseof the driver assistance system (simple ADAS). This target speed is thentaken as predetermined speed.

The difference between the measured actual speed value and the targetspeed value is constantly re-calculated and the result is weighted by aweighting factor. The weighting factor weights the difference betweenthe measured actual speed and the target speed and is, in this case,dependent on the distance to the bend, only. Of course, the weightingfactor can take into account further vehicle parameters or environmentalparameters, as discussed above.

That means, for example, if a vehicle is travelling with 80 km/h andapproaches in 500 m a bend with a defined target speed of 40 km/h at thebend, a warning is not necessary, even if the difference betweenmeasured actual speed and target speed is high, as the distance'to thebend is very long. But in case the bend is only e.g. 150 m ahead, awarning would be shown. In case the distance to the bend is 500 m, theweighting factor might be set to “0”, so that calculating a very simpleweighting function by multiplying the weighting factor with thedifference would give “0” as result meaning no warning is necessary. Butif the distance to the curve has reduced e.g. to 150 m, the weightingfactor can be set to another value different from “0”, so that theresult of the weighting function gives a certain amount which can becolor coded. Dependent on the reduced distance, the weighting factor canbe increased given higher and higher amounts which result in morevisible colourations of the speedometer. In case the driver reduces itsspeed also the difference between the measured actual speed and thetarget speed reduces, which in turn also reduces the result of theweighting function leading to a less visible colouration. But in casethe deceleration is not sufficient the weighting factor can be set to avery high value resulting in the same or yet in a more visiblecolouration.

2. The other approach also starts with the ADAS system determining atarget speed, but then the ADAS system or a calculation unit, calculatesoptimal speed values for each distance to the bend. With other words, anoptimal deceleration curve is determined for the vehicle. This optimaldeceleration curve can be achieved e.g. by interpolation orextrapolation between/from an initially measured speed and/to thedetermined target speed. The optimal deceleration curve defines for eachdistance to the bend an optimal speed, wherein the optimal speed canalso be weighted by additional vehicle parameters such as payload,braking power etc. and/or environmental parameters such as roadconditions, weather conditions etc.

Then, the difference between the measured actual speed and thecorresponding optimal speed is calculated and the result is color codedcommunicated to the driver.

As explained above, the information is only visible to the driver if thedeceleration behaviour of the driver deviates from the optimaldeceleration function.

The invention is not limited to the bend speed warning. It is alsopossible to inform the driver on other requirements for adjusting thespeed e.g. in order to travel along with a green wave, which in turn canreduce fuel consumption, or approaching a preceding vehicle, orapproaching a junction where a stop and subsequent turn to a differentroad is necessary. Thus, speed adjustment comprises not only adecelerating process but can also mean an acceleration. Additionally, aspeed adjustment can be necessary if the weather conditions, roadconditions, and/or road characteristics are changing or simply if aspeed limit is set. That means that the invention can be implemented inall such cases where a speed adjustment should be communicated to thedriver.

Moreover the invention can also be used in all other cases where adetermined driving behaviour of a driver is required. For example, ifthe driver is operating the vehicle engine with RPM values above orbelow a recommended predetermined revolution -range, the invention canbe used to guide the driver to the recommended operating behaviour.

On the other hand the invention is also usable for other vehicleparameters, particularly for parameters which are suited to becommunicated by means of a gauge or meter, such astire/oil/breaking-fluid pressure and/or for all parameters acommunication of guidance is required.

FIGS. 1A-1D show a speedometer 2 comprising a speedometer needle 4 and aspeedometer dial 6. The speedometer 2 can be an individual solidinstrument but it is also possible that the speedometer is onlydisplayed on a monitor, wherein the monitor can display a certainselection of instruments in the vehicle or all instruments in thevehicle and thereby forms a vehicle's dashboard. But the monitor canalso display the speedometer only, and can even have the same shape as atraditional analogue speedometer. In contrast to the speedometer shownin FIG. 1, the speedometer can also have all known other shapes. It iseven possible that the speedometer does not comprise a speedometerneedle and a dial at all, but communicates the speed by digits only.

The speedometer 2 is at least partially coloured and/or illuminated byany suitable means, as for example an additional coloured dial which ismounted in front of the speedometer dial 6 or by means of illuminationdevices such as LEDs. It is also possible to use a speedometer withbackground illumination of the dial 6 and make the speedometer dialtransparent in the desired region, e.g. by shading the other region bythe help of a non-transparent additional dial. In case the speedometeris displayed it is also possible to adjust the color hue and/or colorbrightness and/or the color saturation in the corresponding regions byan appropriate control of the monitor. The coloured/illuminated regionof the speedometer is referenced by reference number 8.

According to the invention, size, color brightness, color hue and colorsaturation of the coloured region 8 depend on a weighted amount of adeviation of a measured actual-speed-value-frøm-a predetermined speedvalue. The measured actual speed value in FIG. 1A-1C is exemplarilygiven by roughly 80 km/h and in FIG. 1D by 35 km/h. In the illustratedembodiments a target speed value is 40 km/h. Consequently, the drivingbehaviour recommendation communicated to the driver is a deceleration inthe cases of FIGS. 1A to 1C but is an acceleration in case of FIG. 1D.Acceleration can be desired if e.g. the vehicle should travel along theroad with a green wave, i.e. without being forced to stop due to redtraffic lights located along the road the vehicle is supposed to travel.

In FIG. 1A a region 8 of the dial 6 of the speedometer 2 is continuouslyilluminated/coloured, whereby the region 8 corresponds to that region atthe dial 6 which exceeds the target speed value 40 km/h. But it is alsopossible that only a part of the region 8 is illuminated/coloured, e.g.in form of a ring illuminating/colouring the dial numbers only which arelocated in that region 8.

FIG. 1B shows another embodiment of a coloured/illuminated speedometer,wherein the speedometer is illuminated/coloured in segments 8 a-8 g. Thesegments 8 e-8 g exceeding the measured actual speed value 80 km/h areilluminated/coloured with a different color hue, or a differentbrightness or color saturation than the segments 8 a-8 d between thetarget speed value 40 km/h and the measured actual speed value 80 km/h.

But it is also possible that only that region 8 between the measuredactual speed value 80 km/h and the target speed value 40 km/h isilluminated/coloured as illustrated in FIG. 1C.

In FIG. 1D a region 8 of the dial of the speedometer 2 isilluminated/coloured, whereby the region 8 corresponds to that region atthe dial 6 which is below the target speed value 40 km/h. In thisscenario the measured actual speed of the vehicle is ca. 35 km/h whichmeans it is below the target speed value 40 km/h. In such a case theregion 8 of the speedometer is illuminated/coloured covering speedvalues from 0 km/h to the target speed value of 40 km/h. The region 8can be illuminated in a way similar the situation described inconnection with FIG. 1A-1C where the measured actual speed value exceedsthe determined optimal speed value or the target speed value. But it isalso possible that color hue, color brightness and/or color saturationare different for both situations (exceeding/being below thetarget/optimal speed value). For example it is possible that theillumination in case the measured actual speed value exceeds the targetspeed value is in red, but in case the measured actual speed value isbelow the target/optimal speed value the illumination is in green.

Communicating the fact that the measured actual speed is below thetarget speed is particularly preferred in case the driver wants totravel along a green wave or wants to travel a highway with a determinedspeed. Since it is not always desired to show the information that themeasured actual speed value is below the target speed—for example incase the driver wants to drive slower through a bend as it is suggestedby the system (e.g. due to an individual feeling for driving safely) orwants to stop before the bend—it is possible to adapt the method so thata deviation is only shown in case the target speed/optimal speed isexceeded. But it is also possible that the driver himself can decidefrom case to case that the information that his actual measured speed isbelow the target/optimal speed is shown. This can be achieved forexample by providing an activation/deactivation element e.g. a buttonwhich can be pressed by the driver.

The general idea behind the embodiments depicted in FIG. 1A-1D is todetect any deviation of the measured actual speed of the vehicle fromthe determined optimal speed or the target speed (i.e. deviations withpositive or negative values) and to encourage the driver to drive thevehicle in accordance with the determined optimal speed or the targetspeed by visualizing such deviations in the way described above.

All illustrated embodiments of colouration/illumination can be combinedwith each other so that for example, the colouration/illumination of thespeedometer shown in FIG. 1A can also be a segmented.

FIGS. 2A-2C show a situation in which the driver does not reduce thespeed of the vehicle in accordance with the decreasing distance to bendahead. In this illustrated example, the color brightness increases sincethe driver does not reduce the speed of the vehicle correspondingly.

FIG. 2A shows a vehicle 10 approaching a bend 12 with a speed of 80km/h. A driver assistance system defines the target speed value for thevehicle at the bend to 40 km/h. A calculation unit (not shown) in thevehicle 10 or the driver assistance system itself calculates a weightingfunction with which the difference between the measured actual speedvalue (80 km/h) and the target speed value (40 km/h) is weighted by aweighting factor, for example the distance d of the vehicle 10 to thebend 12. The distance d to the bend can be determined for example byGPS.

As explained above and with reference to FIG. 2A, at a distance d1 tothe bend 12, the calculation of the weighting function or the deviationof the measured actual speed to the optimal speed gives that the drivershould decelerate the vehicle 10 in order to be able to drive safelythrough the bend 12 ahead. Correspondingly, a control unit (not shown)controls the colouration/illumination of the speedometer 2 so that thatregion 8 is coloured/illuminated which exceeds the predetermined speedvalue of 40 km/h.

In the illustrated example, with reference to FIG. 2B, the driver hasreduced the speed of the vehicle 10 from 80 km/h to 65 km/h whiledriving the vehicle 10 from the first point on the road at a distance d1to the bend 12 ahead to a second point on the road at a (shorter)distance d2 to the bend 12 ahead, i.e. by for example releasing theaccelerator. However a continuously ongoing re-calculation of theweighting function or of the difference between the measured actualspeed and the optimal speed gives at the second point of the road atdistance d2 to the bend 12 ahead that the current deceleration rate isnot sufficient to be able to drive safely through bend 12. Therefore,the brightness of the illuminated speedometer region 8 is increasedaccordingly although the driver had reduced the measured actual speed ofthe vehicle from 80km/h to 65 km/h.

Due to the increasing or increased brightness of the region 8 of thedial 6 of the speedometer 2 in the situation as depicted in FIG. 2B thedriver can now realize that a further action, as for example operating abrake, is necessary to reach the recommended target speed at the bend 12ahead.

As seen in FIG. 2C, the driver eventually has reduced the measuredactual speed of the vehicle 10 to the target speed value at the bend of40 km/h with the deceleration process guided by the fading in/fading outof the illuminated region 8 of the speedometer and therefore drivessafely through the bend 12.

FIGS. 3A to 3F shows different scenarios of how the calculation of theweighting function or the difference to an optimal deceleration curveinfluences the color coded result communicated to the driver.

Depending on the result of the calculation of the weighting function orthe difference between the measured actual speed and the optimal speed,the brightness and/or the saturation and/or the hue of the colour(s) areadapted. That means for example in case the driver travels with a veryhigh speed but is still far away from the bend ahead and drives avehicle without payload, the color is less bright than in the same casewith the vehicle having a payload or driving in snow.

FIGS. 3A to 3F show a vehicle 10 approaching a curve 12, and aspeedometer 2 with a speedometer needle 4 and a colorable region 8,wherein the colorable region 8 is coloured according to the color codeddeviation amount. The target speed for the bend ahead is, as before, 40km/h.

In FIG. 3A, the distance d1 of the vehicle 10 to bend 12 is long. Evenif the difference between the measured actual speed (85 km/h) and thetarget value of 40 km/h is quite large, the weighting factor is stilllow (because of the long distance). Consequently, the colouration ofregion 8 is almost not visible.

With reference to FIG. 3B, although the driver has reduced its speedfrom 85 km/h to 65 km/h, the colouration of region 8 is more visiblethan in FIG. 3A, as the relatively short distance d2 to bend 12 and theinsufficient deceleration increases the weighting factor.

FIG. 3C shows the same situation as FIG. 3B, but wherein the driver hasnot reduced his speed at all. The short remaining distance d2 to thebend 12 and the very high deviation of the measured actual speed of thevehicle from the optimal speed value or target speed value result in aclearly visible colouration of region 8.

FIGS. 3D and 3E show the same situation as FIGS. 3A and 3B in badweather condition (for instance snow). The same distance d1 to bend 12and the same speed of 85 km/h results in a clearly visible colourationof region 8, because the weighting factor is set to a higher value dueto the bad weather condition. Accordingly, the deceleration to 65 km/has shown in FIG. 3E is not sufficient for the distance d2 and result ina strongly coloured region 8.

Even a deceleration to almost 40 km/h, as shown in FIG. 3F, stillresults in a visible colouration due to-the increased weighting factorbecause of the bad weather condition.

Provided that the driver drives reasonable and is willing to follow aguidance, the inventive method can communicate a recommended drivingbehaviour without direct interaction with the driver. Therefore, it ispossible to communicate even highly important parameters without warninga driver directly.

The invention is not restricted to applications in vehicles as describedabove but can also be used in applications for ships, air planes,construction-site machines, motorbikes, etc.

The invention claimed is:
 1. A method for communicating in a vehicle atleast one deviation of an measured actual vehicle parameter value fromits predetermined value to a driver comprising the steps of: determiningan amount of the deviation by calculating a difference between themeasured actual vehicle parameter value and the predetermined vehicleparameter value and weighting the calculated difference between themeasured actual vehicle parameter value and the predetermined vehicleparameter value with a first weighting factor; calculating the firstweighting factor as a function of proximity to at least one of anadditional vehicle parameter and an environmental parameter;color-coding the amount of deviation; and communicating the amount ofdeviation to the driver by using the color code only when the amount ofdeviation is beyond a predetermined magnitude.
 2. The method accordingto claim 1, wherein the predetermined vehicle value is weighted by asecond weighting factor.
 3. The method according to claim 1, wherein thepredetermined vehicle value is a target value the measured actualvehicle parameter should have of at least one of a predetermined targettime and at a predetermined target location.
 4. The method according toclaim 1, wherein the predetermined value is a calculated optimal valuethat the measured actual vehicle parameter should have at least one of(a) at the time and (b) at the location of the actual measurement,wherein the calculated optimal value is determined by a nominal functiondependent on at least one of (1) time,(2) location and (3) a secondweighting factor.
 5. The method according to claim 1, wherein theweighting with the first and/or second weighting factor comprises thecalculation of at least one of a linear and non-linear weightingfunction.
 6. The method according to claim 1, wherein at least one ofthe first and second weighting factor(s) and the amount of deviation andthe predetermined value are/is continuously or recurrently re-determinedor recalculated, wherein at least one of the first and the secondweighting factor is at least one of (i) at least one vehicle parameter,particularly a total vehicle weight, a vehicle's payload, or a vehicle'sbraking power, and (ii) at least one environmental parameter,particularly a road condition, a road characteristic, a weatherparameter, a car-to-car distance, or a distance to an obstacle.
 7. Themethod according to claim 1, wherein the predetermined value isdetermined by another vehicle-related-system.
 8. The method according toclaim 1, wherein the amount of deviation is color-coded by graduallychanging at least one of a brightness or hue of at least one color, inparticular by increasing at least one of the brightness and hue of thecolor in case the amount of deviation increases and by decreasing atleast one of the brightness and hue of the color in case the amount ofdeviation decreases and by keeping at least one of the brightness andhue constant in case the amount of deviation is constant, wherein theamount of deviation is color-coded by gradually changing a color hue, inparticular by changing the color hue in a range (i) from green overyellow to red or, alternatively, from yellow to red in case the amountof deviation increases and (ii) from red over yellow to green or,alternatively, from yellow to green in case the amount of deviationdecreases.
 9. The method according to claim 1, wherein at least one ofthe color brightness, saturation and hue is different for the case thatthe measured actual vehicle parameter exceeds the predetermined vehicleparameter value and for the case that the measured actual vehicleparameter is below the predetermined vehicle parameter value and whereinthe at least one of the color brightness, saturation and hue can also beadapted according to ambient light conditions.
 10. The method accordingto claim 1, wherein the vehicle parameter is a parameter which iscommunicated to a driver by means of a gauge/meter, which can bedisplayed on a monitor for at least one of speed, RPM and fuelconsumption, wherein the gauge/meter is at least one of at leastpartially colorable and illuminable and the color-code is implemented inthe coloration/illuminated of the gauge/meter and wherein that part ofthe gauge/meter is colored/illuminated which corresponds to it region ofthe gauge/meter that exceeds the predetermined, value or is below thepredetermined value.
 11. The method according to claim 10, wherein themethod is performed by a control unit, particularly a CPU, wherein thecontrol unit also controls the coloration/illumination of thegauge/meter and the display of the monitor.
 12. A device in a vehiclefor communicating a deviation of a measured actual vehicle parametervalue from a predetermined value, wherein the device comprises acolorable unit which is arranged to communicate an amount of deviationby color-code only when the amount of deviation is beyond apredetermined magnitude, and wherein the amount of deviation is a resultof a weighting function weighting a calculated difference between themeasured actual vehicle parameter value and the predetermined vehicleparameter value with a first weighting factor, the first weightingfactor being calculated as a function of proximity to at least one of anadditional vehicle parameter and an enviromnental parameter.
 13. Thedevice according to claim 12, comprising means adapted to perform amethod for communicating in a vehicle at least one deviation of anmeasured actual vehicle parameter value from its predetermined value toa driver comprising the steps of determining an amount of the deviationby calculating a difference between the measured actual vehicleparameter value and the predetermined vehicle parameter value andweighting the calculated difference between the measured actual vehicleparameter value and the predetermined vehicle parameter value with afirst weighting factor, color-coding the amount of deviation, andcommunicating the amount of deviation to the driver by using the colorcode, wherein the device is partially colorable and is at leastpartially illuminable and the color-code is implemented in theillumination of the device.
 14. The device according to claim 12,further comprising an activation element for activating/deactivating thecommunication of either the fact that the measured actual vehicleparameter is below the predetermined vehicle parameter value or of thefact that the measured actual vehicle parameter exceeds thepredetermined vehicle parameter value and further comprising an opticalsensor is provided to sense the ambient light condition so that thecolor brightness, saturation and hue of the device is also adaptable toambient light conditions, particularly daytime, night-time or driving ina tunnel, manually and automatically.
 15. The device according to claim12, wherein the device is a gauge/meter, particularly for speed, RPM andfuel consumption, wherein the device is an analogue gauge/meter and thatpart of the gauge is illuminated which exceeds/succeeds thepredetermined value and wherein the device is a monitor.
 16. A driverinformation system in a vehicle for communicating a deviation of ameasured actual vehicle parameter value from its predetermined value toa driver comprising a calculation unit for determining the amount ofdeviation and a device according to claim 12 which is adaptable tocommunicate the amount of deviation by color-code wherein the amount ofdeviation is the result of a weighting function weighting a calculateddifference between the measured actual vehicle parameter value and thepredetermined vehicle parameter value with a first weighting factor. 17.The system according to claim 16, wherein a method for communicating ina vehicle at least one deviation of an measured actual vehicle parametervalue from its predetermined value to a driver comprising the steps ofdetermining an amount of the deviation by calculating a differencebetween the measured actual vehicle parameter value and thepredetermined vehicle parameter value and weighting the calculateddifference between the measured actual vehicle parameter value and thepredetermined vehicle parameter value with a first weighting factor,color-coding the amount of deviation, and communicating the amount ofdeviation to the driver by using the color code is used.
 18. A vehicle,particularly a truck, comprising a system according to claim
 16. 19. Acomputer programmed to perform a method according to claim 1.